Actuation systems comprising an active-material actuator

ABSTRACT

An actuator system for use in selectively engaging an input to an output. The actuator system includes an input sub-system having an input component configured to connect to an input element which is in turn connected to a work source. The actuator system also includes an output sub-system being connectable to the input sub-system for receiving work from the work source via the input sub-system. The actuator system further includes an actuator sub-system having an active material and an actuating component. The actuator sub-system is configured so that the active material, when activated, causes the actuating component to move from a first state to a second state to disengage the input and output sub-systems.

RELATED APPLICATIONS

This application has priority to U.S. Provisional Patent Application No.61/534,659, filed Sep. 14, 2011, and U.S. Provisional Patent ApplicationNo. 61/548,956, filed Oct. 19, 2011, the entireties of which areincorporated herein by reference.

TECHNICAL FIELD

The present disclosure relates generally to hybrid drive assembliesincluding an active material and a power source, such as an electricmotor, and to pinch protection processes, and, more particularly, tohybrid drive systems for use in an automobile sunroof system and pinchprotection processes for use in connection with such systems.

BACKGROUND

Many systems such as vehicle sunroof systems have multiple moving partsvisible to the user. In some cases, the parts have multiple states andpositions. Sunroof systems can include a primary glass, a shade, and avent. States include locked, or latched, and unlatched. Positionsinclude opened, closed, and intermediate positions.

Traditional sunroof systems include multiple motors to control themultiple parts. The motors take up a relatively large amount of spacewith respect to the tight space requirements in the passengercompartment for which packaging space and headroom are so important. Themotors also add an undesirable amount of mass to the sunroof system, andso to the vehicle. Multi-motor arrangements are also relatively costly.

These and other shortcomings of traditional sunroof systems areaddressed by the technology described herein.

SUMMARY

The present disclosure relates to an assembly for selectivelytransferring work from an input component, such as a worm gear, to anoutput component, such as a drive gear or shaft, by selectivelyactivating an active material. The active material is in someembodiments a shape memory alloy (SMA). When the active material isactivated, it causes motion of an activating component, such as a leverto which it is connected. The moved activating component causingengagement between the input component and the output component.

In some embodiments, the assembly includes a locker hat and a lockerintermediate the activating component (e.g., lever) and the outputcomponent (e.g., output shaft or gear). The locker is rigidly connectedto the output component. The hat and locker are configured andpositioned so that when the lever moves in a first direction, it pushesagainst the hat, which in turn pushes against the locker. The hatpushing against the locker causes the locker to engage the inputcomponent, thereby placing the input and output components intoengagement, whereby movement of the input component is translated tomovement of the output component.

The input component is connected for receiving power or work from amotor. The motor may be, for example, an electric motor. A particulartype of electric motor is a permanent-magnet direct current (PMDC)motor.

In some embodiments, the system includes a plurality of such assemblies,each being connected to the same input component, or to respective inputcomponents. The one or multiple input components are connected forreceiving power from a motor, such as described.

Assemblies according to the present technology having an actuator andgearing can be referred to as actuator/gearbox assemblies.

In a particular aspect, the present technology relates to an actuatorsystem, for selectively engaging an input to an output. The systemincludes an input sub-system having an input component configured toconnect to an input element which is in turn connected, for operation ofthe actuator system, to a work source. The system also includes anoutput sub-system being connectable to the input sub-system forreceiving work from the work source via the input sub-system. The systemfurther includes an actuator sub-system having an active material and anactuating component. The actuator sub-system is configured so that theactive material, when activated, causes the actuating component to movefrom a first state to a second state. The actuator sub-system isconfigured so that the output sub-system is disengaged from the inputsub-system when the actuating component is in the second state. Theactuator sub-system is configured so that, when the actuating componentis in the first state, the output sub-system is engaged to the inputsub-system for receiving work from the work source via the inputsub-system.

In another particular aspect, the present technology relates to apinch-protection system, for use in avoiding an unwanted pinchcondition. The pinch-protection system includes a processor and acomputer-readable storage medium. The medium comprises a preset offsetvalue and computer-executable instructions that, when executed by theprocessor, cause the processor to perform operations. The operationsinclude monitoring a physical characteristic of power source beginningat a start of a time segment. The operations also include calculating,during the time segment, and based on results of the monitoring, arunning average for the physical characteristic. The operations furtherinclude determining, during the time segment, whether a present valuefor the physical characteristic exceeds the running average by at leastthe preset offset value. The operations still further includedetermining, in response to determining that the amount of the currentexceeds the running average by at least the preset offset value, that apinch condition exists.

In still another particular aspect, the present technology relates to anactuator system, for selectively engaging an input to an output. Theactuator system includes a first actuator device having a first inputsub-system configured to connect to a work source, a first outputsub-system, and a first actuating sub-system having a first defaultengaged position and a first active material that, when activated causesdisengagement of the first input sub-system from the first outputsub-system. The actuator system also includes a second actuator devicehaving a second input sub-system configured to connect to the worksource, a second output sub-system, and a second actuating sub-systemhaving a second default engaged position and a second active materialthat, when activated causes disengagement of the second input sub-systemfrom the second output sub-system.

While the present technology may be implemented in a wide variety ofcontexts, the technology is described herein primarily in connectionwith a sunroof system of an automobile. Another exemplary use is inconnection with adjustable seats of an automobile.

Other aspects of the present technology will be in part apparent and inpart pointed out hereinafter.

DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a sunroof system including two motors.

FIG. 2 is a close-up of a portion of the system of FIG. 1.

FIG. 3 is the close-up of FIG. 2 with the two motors replaced byactuator/gearbox assemblies connected to a single work source, such as amotor, according to an embodiment of the present disclosure.

FIG. 4 illustrates an exemplary controller for monitoring andcontrolling operation of the actuator/gearbox assemblies, according toan embodiment of the present disclosure.

FIG. 5 is an exploded view of the actuator/gearbox assemblies of FIG. 3,according to an embodiment of the present disclosure.

FIG. 6 is a perspective of a first embodiment of an actuatorsub-assembly of the actuator/gearbox assemblies, according to anembodiment of the present disclosure.

FIG. 7 is a side view of a second embodiment of the actuatorsub-assembly of the actuator/gearbox assemblies, according to anembodiment of the present disclosure.

FIG. 8 is a side view of select components, of the first embodiment ofthe actuator sub-assembly of the actuator/gearbox assemblies, in a firststate or position.

FIG. 9 is a side view of select components, of the first embodiment ofthe actuator sub-assembly of the actuator/gearbox assemblies, in asecond state or position.

FIG. 10 is a side view of other select components, of the firstembodiment of the actuator sub-assembly of the actuator/gearboxassemblies, in their second position.

FIG. 11 is a side view of other select components, of the firstembodiment of the actuator sub-assembly of the actuator/gearboxassemblies, in their first position.

FIG. 12 is a perspective of an output shaft, an input gear, and a lockercomponent of the actuator sub-assembly for selectively engaging theoutput shaft to the input gear.

FIG. 13 is a perspective of the output shaft, the input gear, and asecond, worm, input.

FIG. 14 shows a plan view of one of the first two actuator/gearboxassemblies of FIG. 2 superimposed over the motor assembly of FIG. 1.

FIG. 15 shows a plan view of a third of the actuator/gearbox assembliesof FIG. 3 superimposed over the motor assembly of FIG. 1 along withadditional gearing parts of the motor.

FIG. 16 shows a side view of the third actuator/gearbox assembly andmotor assembly and gearing shown in FIG. 15.

FIG. 17 is a plan view of a second embodiment of an actuator/gearboxassembly corresponding in ways, such as generally by size and somefunctions, to the first and second actuator/gearbox assemblies shown inFIG. 3.

FIG. 18 is a plan view of a second embodiment of an actuator/gearboxassembly corresponding in ways, such as generally by size and somefunctions, to the third actuator/gearbox assembly shown in FIG. 3.

FIG. 19 is a plan view of the actuator/gearbox assembly shown in FIG.17, with an actuator lid thereof removed.

FIG. 20 is a plan view of the actuator/gearbox assembly shown in FIG.18, with an actuator lid thereof removed.

FIGS. 21 and 22 are close-up perspectives of select components of theactuator/gearbox assemblies, of FIGS. 17-20, in first and secondpositions.

FIGS. 23 and 24 are side views of components of the actuator/gearboxassemblies, of FIGS. 17-20, in the first and second positions.

FIG. 25 shows a schematic view of an aspect of a drive mechanismaccording to an embodiment of the present technology.

DETAILED DESCRIPTION

As required, detailed embodiments of the present disclosure aredisclosed herein. The disclosed embodiments are merely examples that maybe embodied in various and alternative forms, and combinations thereof.As used herein, for example, “exemplary,” and similar terms, referexpansively to embodiments that serve as an illustration, specimen,model or pattern. The figures are not necessarily to scale and somefeatures may be exaggerated or minimized, such as to show details ofparticular components. In some instances, well-known components,systems, materials or methods have not been described in detail in orderto avoid obscuring the present disclosure. Therefore, specificstructural and functional details disclosed herein are not to beinterpreted as limiting, but merely as a basis for the claims and as arepresentative basis for teaching one skilled in the art to employ thepresent disclosure.

Introduction to the Detailed Description

In various embodiments, the present disclosure describes assemblies forselectively transferring work from an input component, such as a wormgear, to an output component, such as a drive gear or shaft, byselectively activating an active material. The active material mayinclude, for instance, a shape memory alloy (SMA), such as FLEXINOL®(FLEXINOL is a registered trademark of Dynalloy, Inc., of Tustin,Calif.). The actuating assemblies can be used to translate work from asingle work source, e.g., motor, to any number of multiple activities,each corresponding with one of the actuating assemblies, in place oftraditional systems including a separate motor for each activity. As aresult, for example, N motors+N gearboxes, for driving N power features,can be replaced with one work source (e.g., motor) and Nactuator/gearboxes for driving the same N power features.

While the source of work is described primarily herein as a DC motor,the work source can have other forms. For example, it is contemplatedthat the work source can include a hydraulic pump, a pneumatic pump, oranother type of motor. Accordingly, the work translation or transferringfeatures described primarily herein (e.g., gearing, clutch) can insteadinclude corresponding hydraulic components, pneumatic components, orcomponents corresponding to whatever type of work is being received atthe actuator assembly. For example, the translation features caninclude, instead of and/or in addition to gears, other types ofcouplings, such as belt or chain drives, linkages, hydraulic orpneumatic couplings, clutches, etc.

References herein to a certain exemplary embodiment, such as animplementation of a motor and gearing, is considered to also disclosebroadly analogous implementations having the other configurations, suchas those having the hydraulic components.

The actuator assembly is configured in some embodiments so that theinput drive elements, connected to the motor, are normally, or bydefault, engaged. In some embodiment, the actuator assembly isconfigured so that the input drive elements are normally disengaged fromoutput components (e.g., an output gear). These alternative embodimentscan be referred to as normally-engaged and normally-disengagedembodiments. The actuator assembly is in its normal, default, state whenthe active material is not activated, or not actuated.

In one embodiment, in the normally-engaged design, moving systemelements (e.g., a sunroof glass) are always mechanically connected to adrive motor through a non-reversing screw and worm drive or similarstatic or locking mechanism. The non-reversing nature of the driveensures that only the motor can drive the moving elements; the movingelements cannot back drive the motor. Thus, the moving elements cannotbe forced open mechanically, thereby guarding against unauthorized entryinto the vehicle through the sunroof system.

As an example of operation in the normally-engaged embodiments, inresponse to a user pressing a sunroof glass open button, along with thesource (e.g., motor 18 in FIG. 3) starting, actuator assemblies (e.g.,the first and second assemblies 12 ¹, 12 ² in FIG. 3) associated withother functions of the sunroof (e.g., movement of a vent and a shade)are turned on, or actuated from their normally-engaged state todisengage, thereby keeping the vent and shade from being moved. The ventreferred to could be associated with, for instance, a tilting functionfor the sunroof glass. On the other hand, an actuator assembly (e.g.,the third assemblies 12 ¹ in FIG. 3) associated with a glass-movementfunction would be configured and arranged in the system so that it isleft engaged upon actuation so that work, e.g., drive, from the source,e.g., motor, can be translated in the assembly to an output drive formoving the glass.

As another example in which the actuator assemblies 12 are each defaultengaged, if a user presses an all open button, relating to the sunroofglass, shade, and vent, then none of the assemblies actuate—i.e., theyall remain in their default, engaged, state. The source, e.g., motor,turns on in response to the user pressing the buttons and, because allof the actuator assemblies are engaged, the work, e.g., drive, from themotor is translated through the actuator assembly to respective outputcomponents connected to the glass, shade, and vent for operating them asdesired. Conversely, the user can press an all close button, resultingin generally the same scenario, except that the motor drive is in theopposite direction.

In some embodiments, a time delay is introduced between actuating theactuator assemblies and turning on the motor. For example, the systemmay be configured so that the motor turns on one or more of the actuatorassemblies supposed to turn on are turned on (actuated) first.

In one embodiment, when the operator releases the button, all of theactuators turn on and the motor reverses for a short period of time(e.g., 100 ms) to release any pressure built up on clutch pins, makingit easier for them to release.

Benefits of the normally-engaged embodiments include avoiding wear orother damage to the active material by having it normally (e.g.,usually) non-activated. Another benefit is a reduction in parts countand complexity.

SMA actuator systems and other such actuator systems sometimes include asub-system for protecting the actuator element from mechanical overload.A mechanical overload occurs when a force required of or exerted on theSMA exceeds a design limit of the SMA. Again, while SMA actuator systemsare described herein, they are described by way of example and othertypes of actuator systems may be design and used according to thetechnologies herein.

In some embodiments, the actuator assemblies are designed to protect theactive material from mechanical overload. In some particularembodiments, this is accomplished using springs and/or levers, and inother particular embodiments this is accomplished without usingadditional springs and levers.

The most common occurrence of mechanical overloads is associated with aload being moved by the SMA actuator getting jammed or the loadotherwise having its motion impeded. The overload spring provides aparallel path for safely expending the force developed by the SMAactuator. This spring and the sub-system supporting it have a minoreffect on system performance under normal operation, but can plays a keyrole in protecting the SMA actuator during mechanical overloads.

As an example of overload addressed in one embodiment of the resenttechnology, reference is made to FIGS. 10 and 11. The figures show thebell crank lever 46 pushing on the locker 52 during normal operation.The bell crank lever 46 is mechanically coupled (including at a contactinterface) to the locker 52 and, through the locker, to a downstreamload through compressive contact. As the contact interface has noadhesive properties, the contact coupling can transfer only compressiveforces. In other words, the mechanical coupling between the crank lever46 and locker 52 exists only as long as they are in compressive contact.

During normal operation, the bias spring (reference numeral 62 ¹ in FIG.9) ensures a compressive contact, and hence a mechanical forcetransmission path, between the lever 46 and the locker 52. Even when theload jams or otherwise ceases to move in response to the movement of theSMA-actuated lever 46, the lever can still move under the influence ofthe SMA actuator exactly as it does during normal operation. Thedifference is that, in the case of the output being jammed, the rest ofsystem does not operate properly, however the SMA actuator is protectedfrom mechanical overload. Thus, the bias spring (reference numeral 62 ¹,FIG. 9), which is in one embodiment designed to keep the drive normallyengaged, also serves as the mechanical overload protection system. Thiseliminates the need for a separate mechanical overload protectionsystem.

Another contemplated overload scenario is the load being forced when itis supposed to be still, or forced in an opposite direction than it issupposed to be moving.

More general benefits of the present technology include, and are notlimited to, savings in cost, space, and energy use. Exemplary costsavings include those occasioned by obviating cost of a lot of wiring,drive components, and electronics of the redundant motor of the previoussystems.

Space savings are occasioned because the size of the actuator assembliesof the present technology can be much less than that of the previousmultiple-motor systems. For instance, in some case a single actuatorassembly can have a height that is up to or greater than 30% shorter.Energy savings result at least from the reduction in number of motorsused to drive the system as compared to the conventional systemdescribed above.

Other benefits include meeting and in many cases exceeding current goalsfor mass, noise levels, performance levels (e.g., power or torqueneeded), and response time, between user request for the activity andperforming the activity. For instance, in some embodiments, the assemblyincludes a high-torque clutch. Operation of the high-torque clutch hasbeen found to be sufficiently quiet or better, and in many embodimentssubstantially silent. Although a clutch of the actuator assembly can beconfigured to handle and require other levels of torque, in someembodiments, the clutch has been found to handle torques of at least 5Nm while requiring less than 0.11 Nm to actuate.

Benefits also include an ability to package multiple actuator assembliesand one motor where multiple motors where previously needed. Similarly,the present technology allows positioning of a single motor and aplurality of actuator assemblies, corresponding to a plurality ofrespective functions, in a space in which a corresponding plurality ofmotors, which would be required according to traditional systems for acorresponding plurality of activities, would not fit. Thus, morefunctions can be performed in the same component footprint taken up byprior systems and certain functions can be performed in a footprintsmaller than prior systems required to perform the same certainfunctions.

A motor can be custom designed to match characteristics (e.g.,speed-torque) of the system in which it is being used according to thepresent technology. This will permit, for instance, avoidance orreduction of the extra gear stage and mechanical transmission losses(e.g., friction) associated with the extra stage, thereby increasing themechanical efficiency of the entire drive.

Other benefits of the present technology include a flexibility toperform consistently in a wide temperature range. For example,embodiments of the technology employ one or more of (i) ahigh-temperature, or ultra-high-temperature, active material, for use inhigh-ambient-temperature operating environments, (ii) hardware (e.g.,circuitry) and/or software (logic) configured to control an inputtrigger signal (e.g., electrical current) provided to the activematerial based on an ambient temperature in the environment of theactive material, and (iii) a hot cutoff to limit energy provided to theactive material, making it more reliable in a broad range oftemperatures.

The hot cut-off system in some embodiments comprises a photo-interrupterconnected to a bell crank lever (e.g., ref. numeral 46 in FIGS. 10 and11). When the active material (e.g., SMA) element has actuatedcompletely, the photo interrupter is triggered thereby cutting off powersupply to the SMA. The SMA then cools and the bell crank droops untilthe photo interrupter is reset and power is restored to the SMA element.This causes the SMA to arrest and reverse the drooping of the bellcrank. The system can be designed to exploit the hysteresis inherent inthe material response of the SMA such that the power cycling describedabove does not hinder the primary operation of the system.

The stimulus for activating the SMA can come from any of a variety ofcourses. For example, the stimulus can be an electrical current directedto the SMA from the primary vehicle battery, alternator, or the like.

In one embodiment, the control circuit attempts to maintain a constantheating current {or other input} for the SMA element regardless ofvariations in the supply voltage. The constant heating current ensures anearly consistent response from the system independent of supply voltagefluctuations if the ambient temperature remains constant. When theambient temperature changes, the heating current needed to activate theSMA also changes—the required current goes down when the ambienttemperature goes up and vice versa. The hot cut-off based power cyclingdescribed above ensures that the SMA element does not overheat byreducing the duty cycle of the heating current even though its DC valueis largely independent of the ambient temperature.

Further regarding efficiency, the present technology has been found tomeet and in many cases reduce or greatly reduce response, or lag, timesbetween functions, such as between a user pressing an open-sunroofbutton, and the sunroof actually beginning to open.

Further regarding sound, careful choice of materials and design of thesystem can mitigate the noise levels. Noise levels can be decreased, forinstance, by using certain select (e.g., production) materials for partssuch as the gearbox and the motor, as compared to using other materials(e.g., rapid materials). Examples of modifications include using onepolymer and one metal (e.g., brass) gear in a mating pair to produce amismatch in the stiffnesses thereby increasing the acoustic impedancefor propagation of noise.

Benefits of the present technology described herein are not exhaustiveand are examples providing a better understanding of the configuration,function, and usefulness of the technology.

FIG. 1—Exemplary Sunroof Context

Now turning to the figures, and to the first figure more particularly,FIG. 1 illustrates an exemplary system 2 in which the technology of thepresent disclosure is implemented. The illustrated system 2 is a sunroofapparatus for an automobile including a sunroof 4. The sunroof 4 ismovable by work of one or more motors 6 between an open position (shownin FIG. 1) and a closed position.

The sunroof apparatus is provided as only one example of a system 2 inwhich the technology of the present disclosure can be implemented. Thetechnology can be used in any of a wide variety of environmentsinvolving selective actuation and, more particularly, actuation of aclutch for selective engagement to a power source. In some embodiments,the technology is used in contexts involving a drive mechanism, such asa motor or other power source, and multiple places, or activities, atwhich the power is needed for performing work selectively.

Another example implementation is with adjustable car seats. Each of theactuator/gearbox assemblies described below could be, for instance,associated with one or more respective adjustable portions of a seat,such as a fore-aft positioning assembly, an incline/decline positioningassembly, a height assembly, and a lumbar assembly.

FIG. 2—Detail of Exemplary Sunroof Context

FIG. 2 shows a close-up view of a portion of the exemplary system 2 ofFIG. 1. As shown, each of the motors 6 includes a gearbox part 6 ¹ and aprimary motor part 6 ².

FIGS. 3 and 4—Introduction of Actuator/Gearbox Assemblies

FIG. 3 shows a view like that of FIG. 2 of a system 10 having at leastone actuator/gearbox assembly 12. While the system 10 may include one ormore actuator/gearbox assemblies 12, FIG. 3 shows three actuator/gearboxassemblies 12 ¹, 12 ², 12 ³ by way of example. The actuator/gearboxassemblies 12 ¹, 12 ², 12 ³ are connected to a frame component 14directly or by way of mounts 16 ¹, 16 ², 16 ³. As provided below infurther detail, each actuator/gearbox assembly 12 is operativelyconnected to a motor 18.

The motor 18 provides a driving power for use in moving parts of thesystem 10, such as the sunroof 4 shown in FIG. 1, or a vent, winddeflector, or shade (not shown in detail) of the sunroof assembly. Theactuator/gearbox assemblies 12 are controlled to selectively connect thedriving power of the motor to parts of the system for moving thoseparts. The result may be, for instance, latching or unlatching a vent,wind deflector, or shade of the sunroof system 10, or moving the vent,wind deflector, shade, or glass 4 toward an open or closed position.Similarly, in a context of an adjustable seat, the result may beadjusting a fore-aft positioning assembly, an incline/declinepositioning assembly, a height assembly, and/or a lumbar assembly of theseat.

In the illustrated example, a first two of the actuator/gearboxassemblies 12 ¹, 12 ² are spaced apart from and connected to the motor18, while a third of the actuator/gearbox assemblies 12 ³ is moreclosely adjacent the motor 18. The third actuator/gearbox assembly 12 ³may be connected directly to the motor 18.

FIG. 3 also shows schematically that the system 10 can include at leastone controller 19. The controller(s) 19 can include a computer processoror other controlling unit. The controller 19 may be partially or fullypositioned local to the actuator assembly 12 or relatively remote to theassembly 12. In some embodiments, the controller 19 includes the circuitcard 66, shown in FIGS. 6, 8, and 9, and in some embodiments they aredistinct. In particular embodiments in which they are distinct, thecontroller 19 and the circuit card 66 can be independent or connectedand coordinating to perform one or more processes. While in someembodiments the controller 19 is a vehicle control unit (e.g., bodycontrol module), in other embodiments the system 10 is connected to sucha vehicle control unit.

Any control or processing operation described herein (e.g., initiatingprovision of stimulus to the SMA to initiate activation thereof,starting, stopping, or reversing motor operation, etc.) can be performedby any one or more of various control devices including the controller19 of FIG. 3, the circuit card 66, an integrated circuit (not shown indetail beyond the circuit card), and a vehicle control unit. Steps oroperations described herein are in some embodiments outlined in at leastone algorithm. The algorithm can be codified and stored, e.g., in thecomputer-readable storage medium described herein.

The controller 19 selectively causes actuation of the actuator/gearboxassemblies 12 ¹, 12 ², 12 ³. The controller 19 may also be used tomonitor operation of the parts, such as a work source (e.g., motor) andfeatures (e.g., actuator/gearbox assemblies), as described furtherbelow.

Although the controller 19 is shown schematically, and disconnected fromthe actuator/gearbox assemblies 12, the controller 19 is incommunication with each of the actuator/gearbox assemblies 12. Thecontroller 19 is in some embodiments also in communication with themotor 18 for monitoring and/or controlling operation of the motor 18.

The system 10 also includes conduits 20 connecting the actuator/gearboxassemblies 12 to the motor 18, the controller 19, and each other 12 ¹,12 ², 12 ³. Each of the conduits 20 can have a housing, such as atubular casing containing communication media. The communication mediacan include, for example, gears or flexible output cord or shaft (orpower shaft) for communicating work in the form of drive (e.g., physicalmovement). In one embodiment, it is preferred that one of the conduitsincludes an input drive, or driving component, connected to the motor 18for communicating that drive from the motor 18 to at least each of theactuator assemblies 12 ¹, 12 ² not connected directly to the motor 18.

Although the third actuator assembly 12 ³, in FIG. 2, is shown connecteddirectly to the motor 18, it may be connected indirectly to the motor,by way of the conduit transmitting drive from the motor, like the firsttwo assemblies 12 ¹, 12 ² shown in FIG. 2. As describe further, herein,the driving component (or power shaft) from the motor 18 connects to arespective input component, such as a worm, positioned in each of theactuator assemblies 12.

Other conduits 20 include lines connecting the actuator assemblies 12 tocomponents of the system that the assemblies are controlling, such asthose for providing to the controller (e.g., controller 19) the feedbackreferenced above and described further below. The conduits 20 can leadto features of the sunroof assembly 2, such as the sunroof glass, shade,wind deflector, and vent, as shown partially in FIG. 2.

It is contemplated that at least one of the conduits 20 includeselectric or optical wires or cable for communicating signals ormessages. In a contemplated embodiment, the controller communicateswirelessly with one or more of the actuator/gearbox assemblies 12.Wireless communication may be affected via short-range wirelesstechnologies such as BLUETOOTH® (BLUETOOTH is a registered trademark ofBluetooth Sig, Inc., of Kirkland, Wash.).

The conduits 20 can include sunroof system components, such as screwsthat drive nuts on the moving parts, such as the sunroof glass or shade.The screws and drive nuts are a part of a drive, e.g., baseline sunroofdrive.

FIG. 4 shows select example detail of the controller 19 shown in FIG. 3.As provided above, a control unit for controlling operations describedherein can include one or more of various control devices. Thecharacteristics described with respect to FIG. 4 can be characteristicsof one or more control devices working separately and/or in combinationto perform the operations. For instance, the code, or instructions,described below can be part of a sunroof-dedicated controller and/or aremote vehicle control unit. Similar examples apply for the memory, theprocessor, and so on.

The controller 19 includes a tangible, non-transitory, computer-readablestorage medium 19 ¹. The storage medium 19 ¹, or memory, iscommunicatively connected to a tangible computer processing unit 19 ¹,or processor. The memory 19 ¹ and the processor 19 ² communicate by wayof a communication media 19 ³, such as a computing bus.

The memory 19 ¹ stores computer-readable instructions 19 ⁴. Theinstructions 19 ⁴, which may be stored in one or more modules, areconfigured to be processed by the processor to perform variousmonitoring and control functions of the present technology. The modulescan be identified based on, for example, the one or more functionsperformed by the module. For instance, a module causing the processor 19² to effect actuation of an aspect of the system 10 can be referred toas an actuation, or actuating, module. And a module causing theprocessor 19 ² to effect latching or unlatching of a component of thesystem 10 can be referred to as a latching, unlatching, orlatching/unlatching module. These and other functions are described inmore detail above and further below. As provided, any steps oroperations described herein can be codified in at least one algorithmand stored in, e.g., the computer-readable storage medium describedherein.

While components of the controller 19 are shown together, any of thecomponents may be positioned adjacent to any one or more of thecomponents or remote to the other component(s). For instance, while thememory 19 ¹ is illustrated schematically as being adjacent the processor19 ² in FIG. 4, the memory may be in a portion of the sunroof system 10,or of the greater vehicle, remote from the processor. In one embodiment,at least two of the components of the controller 19 communicate witheach other wirelessly. For example, each of these components (e.g.,memory 19 ¹ and processor 19 ²) could include a wireless transceiver forcommunicating with each other.

For communication between components of the controller 19 and/or forcommunications between the controller 19 and devices external to thecontroller, the controller includes a communication interface 19 ⁵. Theinterface can be wired-based and/or wireless-based, such as by includinga wireless transceiver.

As provided above, the controller 19 is in some embodiments configuredto monitor operation of components of the system 10. As an example, inone embodiment, the system 10 includes motor encoders (not shown indetail) to relay, to the controller 19, an indication, such as anelectrical (e.g., signal) or mechanical input, of a position of thesystem 10, such as a position of a sunroof glass component, a shadecomponent, etc. In this embodiment, the algorithm, stored, e.g., in thecomputer-executable instructions 19 ⁴, can be configured to use suchposition indication(s) to affect system 10 operation. This enhancedcontrol can result in, e.g., better position control and pinchprotection to avoid pinching an item between, e.g., the sunroof glassand frame. The controller computing the absolute position of any featurebased on the data feedback from the encoder can also be accomplished bythe processor using sensor multiplexing.

Further regarding how the controller uses information about the positionof different features, the following is provided. The controllercompares a present or current position of one or more features to theelectronic/software-based limit positions (e.g., position data stored inthe computer-readable storage medium) to enforce a soft stop. Theelectronic limit positions are placed some distance away from thecorresponding mechanical stop positions (e.g., positions enforced bymechanical interference between one or more moving and fixed members)such that the total travel between the soft stops is less than thatbetween the mechanical stops. Electronic stops eliminate noise andharshness associated with hitting mechanical stops at each end of thetravel and thus improve component life as well as user experience.

Further regarding how the controller uses information about the positionof different features, the controller can infer a direction and a speedof motion of various features using a time history of absolute positionsfor the features. Direction of motion is used to decide which of themultiple motions requested by a user can be driven simultaneously andwhich need to be performed sequentially. The speed of a feature is usedwithin a control rule (e.g., a proportional-integral-derivative (PID)related rule or other control loop feedback mechanism) for controllinginput to the motor in order to achieve a desired speed-time profile.

In some embodiments, features may need to move relative to each other ina certain manner. In one embodiment, relative motion of the glass andshade must occur in the following manner: the glass always needs tocover the shade. For example, when both glass and shade are opening, theshade is ahead of the glass. Conversely, when both glass and shade areclosing, the glass is ahead of the shade. The controller has therelative-position information regarding these two features, or any othergroup of the features, as well as the direction of their motion at anygiven time for enforcing the control rule.

FIG. 5—Actuator/Gearbox Assemblies in More Detail

FIG. 5 shows an exploded view of an exemplary one of theactuator/gearbox assemblies 12 of FIG. 2. The actuator/gearbox assembly12 can in one perspective be seen to include two primary assemblies, agearbox sub-assembly 22 and an actuator sub-assembly 24.

The components of the actuator/gearbox assembly 12, though, can begrouped as desired for explanatory purposes. The gearbox sub-assembly,or aspects thereof, can also be referred to, for instance, as an inputsub-assembly. Aspects of the actuator sub-assembly, such as the clutchcan be part of what is referred to as an output sub-assembly.

Work and power from the motor 18 is introduced to the actuator/gearboxassembly 12 by way of the gearbox sub-assembly 22. The actuatorsub-assembly 24 is configured and operates to selectively introduce thework and power from the gearbox sub-assembly to an output apparatus,such as a glass 4, vent, wind deflector, or shade of the sunroof system10, to unlatch or latch the vent, wind deflector, or shade, or move thevent, wind deflector, shade, or glass 4 toward an open or closedposition.

The gearbox sub-assembly 22 includes a gearbox mold or case 26 and agearbox lid 28 adjacent multiple driving gearbox components 30. Theillustrated components are provided by way of example and the gearbox isnot limited to the number, types, size, etc., of gears shown. Asprovided elsewhere herein, the gearbox 22 is not limited to includinggears and may include other components for transferring or translatingwork and power, along with or instead of gears, such as belt or chaindrives, linkages, hydraulic or pneumatic couplings, clutches, etc. Fornaming purposes, while gearbox and related terms are used generallyherein, it will be appreciated that corresponding terms could be useddepending on the makeup of the transferring or translating components(e.g., pneumatic box, etc.). Further, the term box is used genericallyin places herein to refer to a unit, device, sub-device, combinations ofthe same, and the like, and the term is thus not necessarily limited interms of size, shape, number, etc.

The exemplary gearing 30 shown in FIG. 5 includes a screw or worm 32 inconstant contact with a worm gear 36. Rotation of the worm 32 causescorresponding rotation of the worm gear 36. The worm 32 is connected toa source component 34, which is in turn connected to the motor 18 (FIG.3). Portions of the source component 34 (e.g., portions closer to andthose more distant from its source at the motor) are connected to themotor 18 either directly (e.g., with no intervening parts, such as thecase for the third assembly 12 ³ in FIG. 3) or indirectly (e.g., by wayof other assemblies, such as for the first and second assemblies 12 ¹,12 ² in FIG. 3).

When the motor 18 operates, its motion causes, by the connection, motion(e.g., turning) of the source component 34, which in turn causes motion(e.g., turning) of the worm 32 or other translation component. Thetranslation of work of the source component 34 to work of a translationcomponent such as the worm gear 36 occurs in all of the assemblies 12 ¹,12 ², 12 ³ simultaneously.

The actuator sub-assembly 24 operates to selectively engage the work ofthe translation component 36 (e.g., worm gear), as described furtherbelow.

The gearing 30 also includes an output component 38, such as an outputgear or shaft connected rigidly to the clutch component 54. When theactuator sub-assembly 24 is in the actuated position, the clutchcomponent 54 is caused to link to the worm gear 36. When the two arelinked, the input work and power, in the form of motion, of the wormgear 36 translates to corresponding motion of the clutch component 54and so the output shaft 38. This operation is described in still furtherdetail below.

With continued reference to FIG. 5, the actuator sub-assembly 24includes an actuator base 40 and an actuator lid 42 adjacent multipleother of the actuator sub-assembly components 44. Two or more of anyparts shown separately can be combined into a single piece. Forinstance, a gearbox sub-assembly lid 42 and an actuator sub-assemblybase 40 can be a single part. Similarly, parts shown as a single piececan include two or more separate pieces.

The other actuator sub-assembly components 44 include an actuatingelement 46, such as a lever. While a lever is shown by way of example,the actuating element 46 may have any of a wide variety ofconfigurations, in the form of a lever or otherwise. The actuatingelement 46 may also have any of a wide variety of shapes and sizeswithout departing from the scope of the present technology.

The actuator sub-assembly 24 also includes a base or reference structure48 that the actuating element moves respective to. In the illustratedembodiment, in which the actuating element 46 is in the form of a lever,the reference structure 48 includes a pivot for the lever 46.

The actuator sub-assembly 24 further includes an active material 50. Theexemplary active material 40 shown in FIG. 5 is in the form of anextruded wire. The active material, though, may have any of a variety ofshapes and sizes, and is not limited to a wire.

When the actuator sub-assembly is in an un-actuated position, each ofthe moving parts of the sub-assembly and the assembly as a whole can besaid to be in their respective un-actuated positions, and the converseregarding actuation.

Active Material in More Detail

In some embodiments, the active material 50 is a phase-change material,such as a shape memory alloy (SMA). Other exemplary active materialsinclude electroactive polymers (EAPs), piezoelectric materials,magnetostrictive materials, and electrostrictive materials.

Shape-memory alloy is the generic name given to alloys that exhibit therelatively unusual property of having a strain memory, which can beinduced by an input, e.g., a mechanical or thermal input. This unusualproperty is characterized primarily by two thermo-mechanical responsesknown as the Shape-Memory Effect (SME) and Superleasticity.

Exemplary alloys include copper alloys (CuAlZn), nickel-titanium-basedalloys, such as near-equiatomic NiTi, known as Nitinol, and ternaryalloys such as NiTiCu and NiTiNb. A particular exemplary allow includesNiTi-based SMAs. NiTi-based SMAs one or the best, if not the best memoryproperties—i.e., readily returnable to a default shape, of all the knownpolycrystalline SMAs. The NiTi family of alloys can withstand largestresses and can recover strains near 8% for low cycle use or up toabout 2.5% for high cycle use. The strain recovery capability can enablethe design of SMA-actuation devices in apparatuses requiring theselective transfer of torque from a torque generating device to each ofa plurality of output shafts.

In an Austenite, or parent phase of an SMA, the SMA is stable attemperatures above a characteristic temperature referred to as theAustenite finish (A_(f)) temperature. At temperatures below a Martensitefinish (M_(f)) temperature, the SMA exists in a lower-modulus phaseknown as Martensite. The unusual thermo-mechanical response of SMAs isattributed to reversible, solid-state, thermo-elastic transformationsbetween the Austenite and Martensite phases.

Additional Actuator Sub-Assembly Components

With continued reference to FIG. 5, the actuator sub-assembly 24 furtherincludes a locker hat 52 adjacent the locker 54. The hat 52 is sized,shaped, and positioned, to cause the locker 54 to engage or linkselectively to the worm gear 36.

As also referenced above, because the output component 38 of the gearboxsub-assembly 22 is rigidly connected to the locker 54 of the actuatorsub-assembly 24, motion of the worm gear 36, caused by input motion ofthe worm 32, translates by way of the locker 54 to motion of the outputcomponent 38.

As shown in more detail in FIGS. 7 and 10, the locker 54 includes one ormore linking components 56 ¹ and return components 56 ². In theillustrated embodiment, these are one or more locker pins 56 ¹ andcorresponding locker springs 56 ². While pins and springs 56 ¹, 56 ² areshown by way of example, it will be appreciated that the locker caninclude other components operating to selectively engage/disengage thelocker 54 to the worm gear 32 (or analogous component in its place) inresponse to locker 54 being actuated by the locker hat 52 (or analogouscomponent in its place).

The linking, or pin components 56 ¹ are sized, shaped, and positioned toengage corresponding features of the worm gear 36 (or analogouscomponent in its place). In the illustrated embodiment, the worm gearincludes one or more grooves 58 for engagement with the pins 56 ¹ of thelocker 54.

The actuator/gearbox 12 is configured so that the locker 54 can engagethe worm gear 34 whether the worm gear 34 is turning in one direction orthe other. This allows moving of the output component 38 in a firstdirection or a second direction when the locker 54 is engaged, dependingon whether the motor 18 is controlling the input components (e.g., wormand worm gear 32, 36) to turn their first or second directions.

As also shown in FIG. 5, the actuator sub-assembly 24 includes a hotcutoff component 60. The hot cutoff component 60 includes a sensor 60 ¹(referenced expressly in FIG. 6) for determining when the lever passesrotates beyond a certain point. An exemplary hot cutoff sensor 60 ¹ is aphoto encoder or interrupter configured to determine when light passingbetween portions of the sensor is interrupted by the lever 46,indicating that the lever has moved sufficiently—e.g., as far as thelever 46 needs to go to do its work of pushing down the locker 54. Whenthe hot cutoff 60 determines that the lever 46 has moved sufficiently(e.g., reached its second position), it sends a signal operable toreduce or shutoff the heat source (e.g., electrical or thermal) to theactive material. The signal can be sent to, e.g., system hardware (e.g.,at the circuit board 66) and/or software (e.g., software stored at thecomputer-readable storage medium), or other device affecting the heatsource. This arrangement has benefits including saving energy byproviding only enough as is needed to move the lever 46 to the secondposition and then providing only enough to maintain that position forthe lever 46. The arrangement also, by providing a safety againstoverheating, allows a high initial input (e.g., electrical or thermal)to the active material 50, thereby causing a quick-response actuation.Thereafter, the input can be lowered appropriately to maintain thedesired position. Without the shutoff, a high initial input would likelycause over-actuation. Still another benefit of the hot cutoffarrangement is avoiding overheating of the active material 50, limitingactivity, and so wear, of the active material.

The hot cutoff logic function, like all control aspects disclosedherein, can be performed partially or fully at the actuator assembly 12,in hardware (e.g., at the circuit board 66) and/or software (e.g.,software stored at the computer-readable storage medium), and partiallyor fully at a computing device (e.g., vehicle central processing unit)relatively remote to the actuator assembly.

Benefits of having some of the logic and/or decision making structure ator closer to the actuating assembly 12 (e.g., at the circuit board 66)include quicker response time. Benefits of having some of the logicand/or decision making structure separated from the actuating assembly12 (e.g., at a central processing unit of the vehicle) include costsavings, from using existing resources and avoiding the addition of suchresources to the assembly 12.

Another function associated with the actuator assembly 12, performedpartially or fully at the actuator assembly and/or remote to theassembly, and partially or fully in hardware or software, is a constantcurrent function. This function is configured to regulate an inputvoltage to keep it at about a desired voltage. As an example, theconstant current function regulates effective voltage to be at a desiredabout 13V even as an actual input voltage varies between 9V and 16V,such as due to various or varying voltage source qualities and/orvoltage requirements of the automobile in which the actuator assembly 12is positioned.

Another beneficial optional function of the actuator assembly 12, is atemperature-compensation function. This function affects an amount ofinput (e.g., electricity or thermal) to the active material based on atemperature at or adjacent the actuator assembly 12. The function mayreceive the temperature from one or more of a variety of sources,including (i) a low-cost thermistor in the actuator (e.g., connected tothe circuit board 66), (ii) a vehicle temperature gage, such as a gagepositioned and configured to measure temperature of the vehicle adjacenta roof, and (iii) the active material 50, itself. For the latter, in oneembodiment the actuator assembly 12 would include features for measuringaspects of the active material 50 indicative of ambient temperatureadjacent the active material. The aspects of the active material 50indicative could be, for example, resistivity, or a measure ofelongation.

Benefits of the temperature-compensation function include maintaining aconsistent user experience, including response time, irrespective of thetemperature at or adjacent the active material 50, and in some casessaving power. Thus, for instance, if the ambient temperature is 20degrees below average, the temperature-compensation function woulddetermine that a correspondingly higher input (e.g., electric orthermal) should be provided to the active material 50, at leastinitially, to cause and maintain the desired response time, and limitlag. Similarly, if the ambient temperature is 20 degrees higher thanaverage, the temperature-compensation function would determine that acorrespondingly lower input (e.g., electric or thermal) can be providedto the active material 50 to cause and maintain the desired responsetime, and limit lag. In the latter scenario (higher-than-averagetemperature), power is conserved as less than is usually provided isactually provided, while the desired result is still providedconsistently.

FIG. 6—Details of the Actuator Sub-Assembly

FIG. 6 shows a perspective view of components of the actuatorsub-assembly 24 shown in the exploded view of FIG. 5, here assembled.For simplifying the view of FIG. 6, some components of the sub-assembly24 are not shown, including the locker hat 52 and the locker 54—thesecomponents are reintroduced by the detailed views of other figures—e.g.,FIGS. 7 and 10. The components shown in FIG. 6 common to those of FIG. 5are identified by the same reference numerals.

As also shown in FIG. 6, the actuator sub-assembly 24 may include abiasing component 62 configured and positioned for returning the lever46 toward a first, engaged, state or position.

In the illustrated example, the biasing component 62 ¹ is a spring.Various types and sizes of springs may be used for biasing the lever 46toward the first position. The spring 62 ¹ connects to two anchoringpoints 64, a first of which 64 ¹⁻¹ is shown in FIGS. 6, 8 and 9. Anexample second anchoring point 64 ¹⁻² for the spring 62 ¹ is shown inFIG. 5. When the lever 46 is moved out of its first position, the locker54 disengages from the worm gear 36 (the hat, locker, and worm gear notshown in FIG. 9). FIGS. 8 and 9 are described further below.

With continued reference to FIG. 6, the figure also shows an anchoringpoint 50 ¹ for a first end of the active material 50. The first end isstatic, such as with respect to the actuator base 40. A second anchoringpoint 50 ² for the active material is shown in FIG. 6.

The active material 50, e.g., SMA element, extends from the staticanchoring points 50 ¹, 50 ², to around a third, moving anchor 46 ³ onthe lever 46. In one embodiment, the active material 50 wraps around thelever 46 at generally a mid-portion 50 ² of the active material 50.Similarly, the second anchoring point 50 ² can be located in theactuator assembly 12 at a position analogous to and opposite (e.g., amirroring location of) a position of the first anchoring point 50 ¹.

The lever groove 46 ³ is configured to receive and hold the portion 50 ²of the active material 50 wrapping around the lever 46. As shown in moredetail in FIG. 7, the third anchor 46 ³ can include a chevron-shapedgroove in which the active material 50 rides.

The actuator sub-assembly 24 further includes, at or adjacent at leastone of the first and second anchoring points 50 ¹, 50 ², an electricalor thermal source (not shown in detail). The electrical or thermalsource may be for example, connected to a battery for selectivelyproviding an input current to the active material 50, thereby causingthe active material to heat and, in response, change phase. The activematerial 50 changing shapes thereby changes size there effecting work inthe form of movement of the lever 46, by pulling the lever about thepivot 48.

FIG. 7—Details of the Actuator Sub-Assembly

FIG. 7 also shows a side elevation of components of the actuatorsub-assembly 24 shown in FIG. 5. The actuator sub-assembly 24 in FIG. 7includes an alternative arrangement for biasing the lever 46 toward thefirst position—i.e., with the working end 46 ¹ of the lever moved to itsdownward position (the other end is referenced generally by 46 ² in thefigures). Particularly, the sub-assembly 24 of FIG. 7 includes analternative positioning of a spring 62 ² as the biasing component ascompared to FIG. 6. In this arrangement, the spring 62 ² is connected toa first, static, anchoring point 64 ²⁻¹ and a second anchoring point 64²⁻². The first anchoring point 64 ²⁻¹ is static (e.g., with respect tothe actuator base 40) and the second anchoring point 64 ²⁻² is connectedto the lever 46 so as to bias the lever toward the second position(shown in, e.g., FIG. 9).

As also shown in FIG. 7, and referenced above, the actuator sub-assemblyin some embodiments also includes a chip or circuit board 66. Thecircuit board stores some or all of the logic used to control operationof the actuator assemblies 12, 72 described herein (the latter type ofassembly 72 is described below in connection with FIG. 17). The logicand operation, which may be performed separate from, instead of, or incombination with operation of the processor 19, thereof is describedfurther below.

FIG. 7 also shows example dimensions of the actuator sub-assembly 24.Although the actuator base 40 may have other lengths 67 ¹ withoutdeparting from the scope of the present technology, in one embodimentthe actuator base 40 has a length 67 ¹ of between about 100 mm and about115 mm. In a particular embodiment, the length 67 ¹ is about 108.7 mm.

Although the actuator sub-assembly may have other heights 67 ² asmeasured between a bottom of the actuator base 40 and a top of thesecond type of biasing spring 62 ², without departing from the scope ofthe present technology, in one embodiment the height 67 ² is betweenabout 60 mm and about 70 mm. In a particular embodiment, the height 67 ²is about 21 mm.

Although the spring 62 ² may have other diameters 67 ³ without departingfrom the scope of the present technology, in one embodiment the diameter67 ³ of the spring 62 ² is between about 4 mm and about 5 mm. In aparticular embodiment, the diameter 67 ¹ is about 4.57 mm.

FIGS. 8 and 9—Additional Views of Actuator Sub-Assembly Operation

FIG. 8 shows a side view of the components of the actuator sub-assembly24 in the first position—i.e., with the working end 46 ¹ of the levermoved to its downward position. More particularly, FIG. 8 shows thelever 46 in the first, engaged, position. In this embodiment, theactuator sub-assembly 24 is in its first, engaged, state or positionwhen the active material 50 is not activated (i.e., not actuated).

When the active material 50 is not activated, there is no counteringforce keeping the biasing component 62 from pulling the lever 46 to thefirst position. In the first position, a working end 46 ¹ of the lever46 is downward, and thus pressing downward the locker hat 52, which inturn presses against the locker 54, which in turn engages the worm gear36 (the hat, locker, and worm gear are not shown in FIG. 9), asdescribed above and below in further detail.

References herein to directional indicators, such as down or up, areprovided for descriptive purposes, in relation to the respectivefigures. The references are not meant to control an orientation that thesystem or components thereof have after installation (e.g., in anautomobile) and during operation of the present technology. Forinstance, the actuator assembly may be arranged in a greater system(e.g., sunroof system or, more generally, an automobile) so that theworking end 46 ¹ of the lever 46 does not actually move verticallydownward when it moves to the referenced downward position in connectionwith FIG. 8.

FIG. 9 shows a side view of the same components of the actuatorsub-assembly 24 in the second position. In the second position, theworking end 46 ¹ of the lever is upward.

FIGS. 10 and 11—Actuator Sub-Assembly Motion with Hat and Locker

FIG. 10 shows a closer-up side view of the actuator sub-assembly 24,including the locker hat 52 and locker 54.

As described above, and shown in FIG. 10, the locker 54 includes lockerpins 56 ¹ and springs 56 ¹. The arrows shown in FIGS. 10 and 11represent the effective downward biasing force exerted by the spring 62.

In FIG. 10, the actuator sub-assembly is in the second position.Accordingly, the working end 46 ¹ of the lever 46 is moved up, thelocker hat 52 is in its up position, and the locker pins 56 ¹ are notpushed down for engagement with the worm gear (the worm gear not beingshown in FIGS. 10 and 11).

FIG. 11 shows a side view of the actuator sub-assembly 24 in the firstposition. Accordingly, the working end 46 ¹ of the lever 46 is moveddown, pushing down the locker hat 52, which in turn pushes the lockerpins 56 ¹ downward to their extended position. It is in this positionthat the locker pins 56 ¹ engage the worm gear 36 (again, worm gear notshown in FIGS. 10 and 11).

Reversing Features

In some embodiments, additional active elements or other elements (e.g.,single elements) with multiple positions may be used such that the motorhas additional gears for reversing direction of the motor output, and sothe direction of respective input gears (e.g., worm) at each actuatorassembly. This will allow the user to move multiple features driven by asingle, main, drive motor in either opposite or the same directionsimultaneously at the same time.

FIG. 12—Locker—Worm Gear Detail

FIG. 12 shows a perspective view of the locker 54 and gearbox drivingcomponents 30 including the worm gear 36 and the output gear 38. Thelocker pins 56 ¹ and the locker springs 56 ² can be seen clearly at thetop of the locker 54.

FIG. 13—Worm Gear—Output Gear Detail

FIG. 13 shows a perspective view of the gearbox driving components 30including the worm 32, the worm gear 36, and the output gear 38.

FIG. 14—First Actuator/Gearbox Assembly Footprint

FIG. 14 shows a plan view of an actuator/gearbox assembly 12 like thefirst or second actuator/gearbox assemblies 12 ¹, 12 ² in FIG. 2,superimposed over the motor assembly 6 (from FIG. 1). FIG. 14 shows thesignificant reduction in size (and so corresponding space in the useenvironment—e.g., automobile) accompanying use of an actuator/gearbox 12in place of a motor assembly 6.

Although the actuator/gearbox assembly 12 may have other dimensions, inone embodiment the assembly has a length of about 108.2 mm and a heightof about 71.3 mm. For comparison, some traditional motors assemblieshave a length of 149.6 mm and a height of about 91.1 mm.

FIG. 15—Second Actuator/Gearbox Assembly Footprint

FIG. 15 shows a plan view of an actuator/gearbox/motor assembly 12 ³/12like the third actuator/gearbox assembly 12 ³ in FIG. 2.

FIG. 15 also shows exemplary dimensions of the third actuator/gearboxassembly 12 ³ and motor 18, which may be connected thereto. Althoughthese components can together have other heights 12 ²⁻¹ (the dimensionbeing referred to as a height with respect to the perspective of FIG.15) without departing from the scope of the present technology, in oneembodiment this height 12 ²⁻¹ is between about 170 mm and about 180 mm.In a particular embodiment, the height 12 ²⁻¹ is about 175 mm.

Although the assembly/motor 12 ³/18 combination can together have othertotal widths 12 ²⁻² without departing from the scope of the presenttechnology, in one embodiment this total width 12 ²⁻² is between about140 mm and about 145 mm. In a particular embodiment, the width 12 ²⁻² isabout 143.8 mm.

FIG. 16—Second Actuator/Gearbox Assembly Footprint

FIG. 16 shows a side view of the actuator/gearbox/motor assembly 12 ³/18and gearing shown in FIG. 15.

Although the assembly/motor 12 ³/18 can have other thicknesses 12 ²⁻³without departing from the scope of the present technology, in oneembodiment the thickness 12 ²⁻³ is between about 87 mm and about 92 mm.In a particular embodiment, the thickness 12 ²⁻³ is about 89.9 mm.

FIGS. 15 and 16 show the first gear box 12 ³, adjacent the motor, fromthe top (FIG. 15) and the side (FIG. 16). The devices shown may includeother helpful components. For example, for one prototype made,additional gears were added to the first gearbox 12 ³ in order allowreversing of the drive direction of the motor 18, requiring it to bedifferent than the other two gearboxes 12 ¹, 12 ².

Although the assembly/motor 12 ³/18 combination can together have otherthicknesses 12 ²⁻⁴, as shown in FIG. 16, without departing from thescope of the present technology, in one embodiment the thickness 12 ²⁻⁴is between about 50 mm and about 57 mm. In a particular embodiment, thethickness 12 ²⁻⁴ is about 54.6 mm.

FIG. 17—First Alternative Actuator/Gearbox Assembly

FIG. 17 is a plan view of an actuator/gearbox assembly 72 ¹, 72 ²according to an alternative embodiment. An actuator/gearbox assemblylike that of FIG. 17 is positioned in the system 10 shown in FIG. 2 inplace of each of the first and second actuator/gearbox assemblies 12 ¹,12 ² of FIG. 2.

The different size and shape of the assembly of this embodiment isconfigured to more conducive for a certain application than the size andshape of the embodiment of the assembly 12 ¹, 12 ¹ in FIG. 2. Thedifferent shape and size is possible because of changes in theconfiguration (e.g., size and shapes) of the internal parts inside,similar otherwise to the internal parts of the embodiment of FIGS. 3-13.The differing internal configuration is shown in more detail in FIGS.19-24.

The differing configuration, and resulting external shape, of theembodiment of FIGS. 17 and 19-24 is exemplary of the flexibility withwhich the present technology can be implemented. It will be appreciatedthat the general concepts disclosed herein can be implemented inconfigurations (e.g., shapes and sizes) to fit needs or desires of aparticular application.

FIG. 18—Second Alternative Actuator/Gearbox Assembly

FIG. 18 is a plan view of an actuator/gearbox assembly 72 ¹ according toan alternative embodiment. The actuator/gearbox assembly 72 ³ ispositioned in the system 10 shown in FIG. 2 in place of the thirdactuator/gearbox assembly 12 ³ of FIG. 2.

The different size and shape of the assembly of this embodiment isconfigured to more conducive for a certain application than the size andshape of the embodiment of the assembly 12 ³ in FIGS. 2 and 15. Thedifferent shape and size is possible because of changes in theconfiguration (e.g., size and shapes) of the internal parts inside,similar otherwise to the internal parts of the embodiment of FIGS. 3-13.The differing internal configuration is shown in more detail in FIGS.20-24.

The differing configuration, and resulting external shape, of theembodiment of FIGS. 18 and 20-24 is another example of the flexibilitywith which the present technology can be implemented. Again, the generalconcepts disclosed herein can be implemented in configurations (e.g.,shapes and sizes) to fit needs or desires of the designer.

FIG. 19—Interior of First Alternative Actuator/Gearbox

FIG. 19 is a plan view of the actuator/gearbox assembly 72 ¹, 72 ² ofFIG. 17 with the actuator lid removed. Components of the assembly 72 ¹,72 ² include a lever 74, which pivots about a lever pivot 76. The pivotis connected to an actuator base 77. The assembly 72 ¹, 72 ² alsoincludes a contact component 78 connected to the lever 74 fortranslating movement of a working end of the lever to a locker hat 84.

As further shown in FIG. 19, the assembly 72 ¹, 72 ² also includes anactive material 80. In this embodiment, and in the embodiments of theprevious figures, the assembly may include more than one active materialelement. In FIG. 19, two active material elements 80 ¹, 80 ² are shown.As in earlier embodiments, the active material elements 80 ¹, 80 ² arein the form of a wire. The active material 80 ¹, 80 ² are connected tothe actuator base 77 at respective first connection points 82 ¹⁻¹, 82²⁻¹. At a second end of the active materials 80 ¹, 80 ², the materialsare connected to the lever 76, at respective second connection points 82¹⁻², 82 ²⁻².

The assembly 72 ¹, 72 ² also includes a locker hat 84. The locker hat 84of this embodiment may be substantially the same as the locker hat 52shown in embodiments shown in earlier figures. The assembly alsoincludes an output gear 86 (shown in FIG. 20) and a locker 88, both ofwhich can also be substantially the same as their versions in earlierembodiments (e.g., the output gear and the locker 38, 54 as shown in,and described in connection with, FIGS. 5, 7, 10, 11, and 12).

In operation, as described further below, the assemblies 72 ¹, 72 ², 72³ are arranged so that contraction of the active material 80 causesengagement between the output gear 86 and the worm gear (not shown indetail). This is opposite of the assemblies 12 ¹, 12 ², 12 ³, which arearranged so that contraction of the active material 50 results indisengagement of the output gear 38 and worm gear 46. Some aspects ofthe operation of the components of the assembly 72 ¹, 72 ² of thisalternative embodiment are more easily seen in the perspective view ofFIG. 20, which shows similar actuator components.

Line 1 indicates a drive axis of the motor. As described, the motorcauses turning of an input part (e.g., worm), which in causes turning ofthe worm gear or wheel 88. In some embodiments, the worm gear 88 isintegral with an output component (item 86 in FIG. 20), such as anoutput gear, output shaft, or output sprocket (e.g., a metal sprocket),which in turn meshes with and drives cables that operate the sun roof.The normally-engaged, but SMA-disengagable, clutch (e.g., locker) ispositioned between the worm gear/wheel 88 and the output component (item86 in FIG. 20).

FIG. 20—Interior of Second Alternative Actuator/Gearbox

FIG. 20 is a perspective view of the actuator/gearbox assembly 72 ³ ofFIG. 18 with the actuator lid removed. The assembly 72 ³ of FIG. 20 hasmany components in common with the assembly 72 ¹, 72 ² of FIG. 19. Whilethe components of the assembly 72 ³ need not be the same as those of theassembly 72 ¹, 72 ² of FIG. 19, components in FIG. 20 corresponding tocomponents in FIG. 19 are labeled with the same reference numerals.

For example, the figures shows a lever 74, which pivots about a leverpivot 76, which is in turn connected to an actuator base 77. Theassembly 72 ³ also includes a contact component 78 and active materials80 ¹, 80 ². The assembly 72 ³ also includes a locker hat 84 and outputgear 86.

In some embodiments, the components of the actuator/gearbox assembly 72³ of FIGS. 18 and 20 operate in substantially the same manner as thecomponents of the assembly 72 ¹, 72 ² of FIGS. 17 and 19. As providedabove, in operation, the assembly 72 ³ is arranged so that contractionof the active material 80 causes engagement between the output gear 86and the worm gear (not shown in detail). This is opposite of theassemblies 12 ¹, 12 ², 12 ³ of the earlier embodiments.

In some embodiments, a strain relief that protects the SMA element frommechanical overload conditions is added. The strain relief/mechanicaloverload protection is useful for normally-disengaged—as opposed to anormally engaged—clutch design/embodiments. In these ways, the systemcan control strain and stress experienced by the SMA in operation. Thiscan be done mechanically, with control electronics, or a combination ofthe two. Basically, in conditions in which the gears are not aligned orthe system is loaded in such a way that the active element would beunable to move into position, the electronic and/or mechanical reliefmechanism would prevent the active material from being damaged.

FIGS. 21 and 22—Detail of Alternative Actuator/Gearbox Assembly

FIG. 21 shows a close-up perspective view of components of theactuator/gearbox assembly 72 ¹, 72 ², 72 ³ of FIGS. 17-20. Particularly,FIG. 21 shows the lever 74, and so the locker hat 84 and the locker 88,in a down, engaged position. The figure also shows the output gear 86.FIG. 22 shows the lever 74, the locker hat 84, and the locker 88 in anup, disengaged position.

The working end of the lever 74, shown in FIG. 21, is connected to thelocker hat 84 or directly to the locker 74 so that the locker moves upand down with the working end of the lever 74.

FIGS. 23 and 24—Side View of Alternative Actuator/Gearbox Assembly

FIG. 23 shows a side view of components of the actuator/gearbox assembly72 ¹, 72 ², 72 ³ of FIGS. 17-20. Particularly, FIG. 23 shows theassembly in a down, engaged position, corresponding to the positionshown in FIG. 21. FIG. 24 shows the assembly in an up, disengagedposition, corresponding to the position shown in FIG. 22.

Additional Concepts

First Additional Concept

In a particular embodiment, a sensor (e.g., electrical, mechanical orboth) is added to each gearbox to separate load signals frommotion-feedback signals going to the master control unit. If thefeedback signals associated with each output can be kept separate thenbetter pinch protection control can be achieved when driving multiplefeatures. Specifically, different pinch protection threshold levels canbe specified for the different features and the computational costassociated with pinch protection, and the microprocessor resourcesneeded for this system, reduced.

A sensor (e.g., a rotary encoder) can be added to each of the outputshafts of the active-material-actuated transmission that drive thevarious output features. Alternatively, a position sensor (e.g., alinear position sensor) may be attached directly to the moving elementof the features (e.g., sunroof glass, vent, etc.), instead of having asingle encoder attached to the motor, which allows tracking of positionsof all features, e.g., via a book-keeping function related to sensormultiplexing. For this, a dedicated encoder can be used for feeding backposition-indicating data (e.g., position-indicating signals) of eachoutput feature. Control aspects of the present technology can besimplified in this way.

Second Additional Concept

A second concept is useful in situations in which torque transmittedthrough the clutch would otherwise be higher than desired for individualactive-material elements to provide the engagement for the clutch,and/or for the relevant spring mechanism to force disengagement for theclutch. The concept uses the motor itself to not only provide the torquethat drives the output load but to also provide the force/torque forengaging the clutch. The active-material actuator element would provideonly a small force/torque that would divert the necessary force/torquefrom the motor to perform the disengagement/engagement.

When an output feature, such as a sunroof glass or shade, is disengagedor engaged (depending on whether the system is configured to be defaultengaged or default disengaged), the motor provides a force/torque notonly to drive the output but also to sustain disengagement/engagement.For embodiments in which the motor shaft rotates continuously to drivethe output, but only through a finite angle to perform thedisengagement/engagement, a type of slipping clutch (e.g., a frictionclutch) can be used to allow a finite torque/force to be channeled fromthe motor to perform the disengagement/engagement corresponding to afinite rotation of the motor shaft while still allowing the motor shaftto rotate continuously to drive the output.

Because the motor can provide much higher force/torque than a compactactive-material (e.g., SMA) element, this concept allows the technologyto be applied even when the disengagement/engagement load can vary overa wide range, making the system more robust in this way.

If the disengagement/engagement is effected by the motor being tapped,as described, the resulting design can in some cases be smaller, morecompact, at least because less actuator component are needed. Forinstance, in some cases, the lever 46 is removed.

Target applications for this concept include those requiringtransmission of a large torque through the clutch, such as is usuallythe case in connection with output applications requiring a large amountof work and/or power (e.g., including a seat while the occupant is init).

Third Additional Concept

FIG. 25 shows a schematic view of an aspect of an actuator mechanism 100of the present technology according to an alternative embodiment. Themechanism includes an active-material, e.g., SMA wire, 102 (or cord,elongated film, etc.) extending between first and second fixed ends 104,106. This arrangement can be referred to as a bowstring arrangement,with the wire acting as the bowstring. When the wire contracts, itexerts a downward force 108.

The downward force 108 performs the work performed by the working end ofthe levers shown in other embodiments described above—i.e., push down ahat 52 (not shown in FIG. 25), which in turn pushes down a locker, orotherwise actuates a clutch, such as a locker-type clutch. The mechanism100 or greater system could include a biasing feature, such as a springas described above (not shown expressly in FIG. 25), to, for example,control the wire position/return force, such as by biasing the wire 102to its upward position.

It is also contemplated that the mechanism can be arranged so the clutchis normally activated (e.g., down). Two exemplary arrangements aredescribed. In a first, the mechanism is generally like that in FIG. 25,the wire 102 being normally in its contracted state, and by being movedto its extended state releases the clutch mechanism. In a second, thewire is inverted so that the clutch is allowed to be down when the wire102 is extended, and actuating of the wire causes work used to lift theclutch up. In the latter case, a biasing force biases the clutch to itsengaged, down, position.

Other Control Logic Aspects

Introduction to the Additional Aspects of the Control Logic

As described above, controls of the present technology can be embodiedin software of the controller 19, or another computing device, such as avehicle computing unit, and/or in hardware, such as of the circuit board66. By processing user inputs at a switch panel, and monitoring inputsand controlling the outputs, the electronic controller achieves thedesired functionality for the respective features.

In connection with the example implementation, for the presenttechnology, of a sunroof system, the technology can demonstrate one ormore operations of the following: opening and closing sunroof glass,latching and unlatching a sunroof shade, opening and closing the shad,latching and unlatching a wind deflector, opening and closing thedeflect, and opening and closing the glass in a manner forming andclosing a vent. These functions are performed using a single drive motor(e.g., motor 18). In some embodiments, the transmission logic is said tobe active-low, wherein the transmission is normally engaged when theactuators are off.

In one embodiment, there are the following five basic modes of operationfor an electronic control device, whether the acting control device(which, as provided may at times herein be referred to generally simplyas the controller, electronic controller, computer or computerizedcontroller, and the like) is the controller 19, the vehicle control unit(e.g., body control module), the circuit board 66, and/or other (e.g.,integrated circuit(s)). In any event, control features can be activatedby a user switch inputs—e.g., a driver or passenger pressing a glassopen button or switch, a glass close switch, a vent switch, a shade openor close switch, etc. The control features can include the following: 1.Initialize mode—wherein, upon power up, sets all three features to thefull close position; 2. supervised open mode—features move in opendirection while switch pressed; 3. supervised close—features move inclose direction while switch pressed; 4. express open mode—features moveto full open based on momentary input; and 5. express closemode—features move to full close based on momentary input. These modes,or logic operations, are described in further detail below.

The controller includes the following inputs and outputs to the sunroof.The motor (e.g., DC motor) can include an directional control circuitoutput, such as an H-bridge direction control circuit output, along witha current sense analog input. Each of the transmission modules (e.g.,modules 12 ¹, 12 ², 12 ³) can contain a transistor/relay-driven (e.g.,FET-driven) power output to the active element actuator and an opticalencoder input, although various types of motors and motor controllersand associated components can be implemented according to the presenttechnology. An exemplary hot cutoff in the form of an optical-basedcutoff switch is described above (the reference numeral 64 ¹). Anexemplary constant current circuit for, e.g., over-heat protection, isalso described above.

Idle State of Control Logic

For this embodiment, the electronic controller remains in an idle statewhile waiting idly, or alternatively while polling, for a user commandfrom a switch input signal.

In one embodiment, during this time, a park/drive indicator, associatewith a vehicle gear position, can be monitored. When the vehicle is indrive, system current and pinch protection limits are increased overnominal park values.

Upon receiving an input that any of the control switches has beenpressed, the controller interprets whether the input is either theInitialize or supervised open/close or express open/close. Thecontroller ignores any conflicting switch inputs. For example, if glassexpress open and shade express close switches are both depressed, thesignal is ignored since the motor cannot run in two directions at once.Similarly, if both an express mode and a supervised mode are selected, aconflict exists and the command is ignored.

Interrupt Driven Position Encoding of Control Logic

The controller monitors the three feature's position by eitherincrementing or decrementing a position count value by polling theencoder's status every five milliseconds.

Upon interrupt, the controller first determines whether the motor is inthe off, open, or close state. If the motor is in the off state, theencoders are ignored and the stall-counters are cleared.

When the motor is in the open state, the controller determines whichactuators are disengaged and the transmission hence engaged. The engagedencoders respective stall-counters are incremented and if their statehas changed from the previous polling: 1. The position count isdecremented; 2. The state flag is set to the opposite logic; and 3. Thestall-count is cleared.

When the motor is in the close state, the controller determines whichactuators are disengaged and the transmission hence engaged. The engagedencoders respective stall-counters are incremented and if their statehas changed from the previous polling: 1. the position count isincremented; 2. the state flag is set to the opposite logic; and 3. thestall-count is cleared.

Motor Bump Aspect of Control Logic

Each time an individual transmission is disengaged, a Motor Bump routinetakes place. The motor bump determines the current direction of themotor and runs it in opposite direction for a small (typically around100 ms) and predetermined amount of time. This reversal of directionremoves the load from the transmission and allows the actuator to returnwith little force necessary.

Pinch Protection Feature of Control Logic

The feature monitors an operating characteristic, e.g., electricalcurrent, of the work source, e.g., motor, and maintained a runningaverage of the characteristic. Pinch protection is in some embodimentsenabled when the system or assembly is operating in either thesupervised close mode or express close mode.

The operating characteristic, referenced in the preceding paragraph, ismonitored, and the running average calculated, in continuous segmentbetween two successive events or conditions, e.g., in distinct timewindows or time segments. The average is reset (e.g., to zero or anotherpre-established base value) at a time between each window, such as uponending of a time window or upon commencing a new time window. Each timewindow corresponds to an initiating condition, or trigger, and ends upona stopping condition.

In one embodiment, the initiating condition is any of a turning on oroff of the work source (e.g., motor). For embodiments in which the worksource is reversible, such as for some motors, the initiating conditioncould also include the work source reversing its direction. The triggercould also include a change in operation of any one of the respectivefeatures (e.g., sunroof glass movement, sunroof shade movement, sunroofvent movement), such as the feature being turned on or off (e.g.,sunroof glass open operation commenced or ended).

An offset value is preset and when the current value exceeds the runningaverage plus the offset, a pinch is detected. In one embodiment, whenthis occurs, the motor stops immediately and reverses direction for asmall amount of time to relieve the obstruction. The instructions can beconfigured to cause, in response to determining the pinch condition, theprocessor to initiate communicating of an alert or notification fornotifying a user of the vehicle that the pinch protection error mode ispresent. The alert can be of any type—e.g., visual (e.g., light) and/oraudible (e.g., beep).

In a traditional drive, which has one motor driving one power feature,the anti-pinch feature is typically implemented by setting an absolutelimit on the current drawn by the motor. This limit acts as a threshold,which when crossed, triggers the anti-pinch functionality on thatparticular feature. This approach is generally viewed as inapplicable tothe present technology in which a single motor is used for drivingmultiple features, possibly simultaneously.

For example, assume that hypothetical features 1, 2 and 3 haverespective normal (e.g., allowable) current draws of I¹, I² and I³amperes, respectively, when they are being driven independently.Further, let I^(1′), I^(2′), and I^(3′) be the corresponding anti-pinchthresholds and I¹+I²>I^(1′). Then, when features 1 and 2 are beingdriven simultaneously, the normal motor current draw exceeds theanti-pinch threshold for feature 1 being driven independently. Thus, theabsolute motor current draw limits used to implement anti-pinchfunctionality in traditional sunroof drives cannot be used with ourtechnology without the use of additional sensors beyond a current drawsensor for the single motor. Additional sensors (e.g., force or motionsensors on each mechanical moving element), for instance, can help inthis situation and be a beneficial design choice.

The challenge of implementing the anti-pinch functionality in theframework of the present technology while still using only a motorcurrent draw sensor can be addressed in the following manner. Thecontroller monitors current drawn by the motor and computes a movingaverage of the last n samples. This can be referred to as a baselineI_(b)(t) used for the anti-pinch functionality—the time dependence ofthe baseline is shown explicitly to emphasize that the baseline itselfis changing with time as different features are added or dropped fromthe set of currently active outputs.

An anti-pinch threshold (I_(ap)(t)) is specified as some function of anabsolute or fractional increase over the baseline I_(b)(t). The I_(ap)is, therefore, also a function of time. Basing the anti-pinch thresholdon a time dependent baseline compensates for changes induced in thenormal current draws for the various features due to various factors,such as changes in ambient temperatures, age and wear of the systemcomponents, etc. The approach is also scalable—little/no modification isneeded as more features are driven by a single motor.

The pinch protection feature is described further as follows, includingfurther reference to traditional practice.

As provided, traditional practice uses one motor per power drivenoutput/feature (e.g., sunroof glass). Each motor also has a current drawsensor that monitors the current (i) drawn by the motor. In permanentmagnet DC motors, which are commonly used for such applications, thetorque (T) produced by the motor is linearly related to the currentdrawn by the motor. The torque produced by a motor is converted into aforce (F) that overcomes resistance (F_(R)) offered by friction,external loads, etc to produce motion of the corresponding feature inthe desired direction. The torque T is related to F, and hence to F_(R),by the mechanical advantage (MA) of the interposed transmission asT=F/MA. Thus, we can relate the current drawn by the motor (i) to theforce (F) exerted at the output to produce the desired motion at theoutput.

Pinch protection is a feature that limits the maximum force exertedduring closure of a power-operated feature to a value (F_(max)) thatmitigates injury to users in the event that an item is pinched betweenthe moving elements of a power operated and the vehicle body. Inaddition to a maximum value of force, there is also a requirement thatin the event of a pinch event, as characterized by the drive force Fexceeding F_(max), the drive output should be stopped and/or reversed.

For stopping the output, the drive source itself could be stopped, orthe output otherwise blocked from being transferred to the inputcomponent of at least the actuator at which the pinch condition ispresent. The stoppage should be initiated within a specified timeinterval (t_(max)). The reverse condition should be initiated to causereverse work output (e.g., the work source operating in reverse) for apre-specified value, such as a pre-determined time, amount, or measureof distance—e.g., a time, amount, or movement, such as a specifieddistance (d_(r)) travel of components of the work source (e.g.,rotations of a motor). The specified value, thus, corresponds to acertain movement of the feature (e.g., distance travel for a sunroofglass) at which the pinch condition occurred.

The power operated feature is designed such that the force F exerted bythe moving elements to overcome the resistance F_(R) to motion is alwaysless than F_(max). Typically, the force exerted by the moving elementsof a feature i is limited to F_(iL)<F_(max) during normal operation ofthe feature. The limiting force F_(iL) varies with the feature and theoperating conditions. As an example, when the vehicle is in motioninteraction of the vehicle with the road and the surrounding air leadsto a change in the resistance to motion experienced by the variousarticulating features. This results in an increase in F_(iL) over itsvalue when the vehicle is stationary. Another example is when a vehicleis parked on an incline. The change in the relative orientation of thevehicle with respect to the earth's gravitational field also leads to achange in F_(iL)

In PMDC motors, the relationship between the current (i) drawn by themotor and the force (F) exerted at the moving element is used to convertthe force constraint (F_(i)<F_(iL)) required by the pinch protectionfeature into a corresponding constraint (i_(i)<i_(iL)) on the currentdrawn by the motor. A sensor connected to each motor monitors thecurrent drawn by that motor. If this constraint is violated, thecontroller stops the motor and reverses its motion to cause the movingelements of the feature to move through a distance d_(r) in a directionthat relieves the pinch condition. Since a motor drives only one featurein the current practice, there is a fixed value of the limiting motorcurrent i_(iL) for a given operating condition. This value may behardwired into the control circuit or be specified as a constant in thecontrol software.

Considering that a Feature 2 experiences a pinch condition when Feature1 and 2 are on simultaneously, as the force required to drive Feature 2rises above its nominal value, the torque required of the motor alsoincreases beyond its nominal value and so does the current drawn by themotor.

Linearity of the current—torque relationship in a PMDC motor ensuresthat a given change in the motor torque δT corresponds to the samechange in the motor current δi over its entire useful operating range.Therefore, when F₂>F_(2L), the current drawn by the motor also exceedsits limit: i₍₁₊₂₎>i_((1+2)L) and thereby, triggers the controller tostop the motor and reverse the drive. The same explanation holds ifFeature 1 experiences the pinch event. The case when both featuresexperience a pinch event simultaneously is straightforward.

The pinch protection control logic determines a limiting motor currentvalue under any operating condition, over time, and for any combinationof simultaneously active output features (e.g., glass and shade moving,or glass and vent moving, or other combination). The current limitaccording to one embodiment is computed at time t_(j) as follows:

${{i_{L}\left( t_{j} \right)} = {\frac{\int_{t_{j} - {\Delta\; t}}^{t_{j}}{{i(t)}\ {\mathbb{d}t}}}{\Delta\; t} + {\delta\; i}}},$where the first term represents a moving average of the current drawrecorded over the time interval Δt immediately preceding the currenttime t_(j).

As provided, the current limit is updated every time one of thefollowing events occur, e.g., the motor is switched on/off, the motorreverses direction, any feature is turned on/off. The time included inthe computation of the moving average is limited to a continuous segmentbetween two successive events. Thus, the above expression fori_(L)(t_(j)) cannot be computed for the first time interval Δt followingan event. A fixed value i_(LF) is assigned to i_(L)(t_(j)) during thisperiod. A possible value for i_(LF) in this example is i₁+i₂+δi. Theinterval Δt is chosen in a manner that balances the need to minimize thetime for which the pinch protection limit is maintained at a valuehigher than is desirable and the need to compute a reliable movingaverage in the presence of noisy measurements of the current. Also,Δt<t_(max) i.e. the averaging time interval is chosen to be smaller thanthe maximum time permitted by the pinch protection requirements.

An alternative approach would involve updating the motor current limitbased on the current state of the system, e.g.:

i_(L)(t_(j)) = ∑ x_(k)(t_(j))i_(k) + δ i $x_{k} = \left\{ \begin{matrix}{1,} & {{if}\mspace{14mu}{Feature}\mspace{14mu} k\mspace{14mu}{is}\mspace{14mu}{ON}} \\{0,} & {{otherwise},}\end{matrix} \right.$where the summation is carried out over all output features (k) drivenby the motor, i_(k) is the nominal operating current for Feature k andthe indicator variable x_(k)(t_(j)) is based on the sensed state(ON/OFF) of Feature k at time t_(j). Note the fixed limiting motorcurrent OA used in the previous approach may be computed in this manner.

The schemes described above are easily scalable to three or morefeatures.

Initialize Modes of Control Logic

The initialize mode sets, in order, the vent, glass, wind deflector, andshade to their respective closed positions and defines the encoder countfor the closed and open positions for the rest of the operating modes.

Initialize Mode for Vent

For this mode, all actuators (e.g., three actuators 12 ¹, 12 ², 12 ³ ofFIG. 3) are turned on and the motor bump is performed in both directionsto ensure that all transmissions are disengaged. And the vent actuatoris turned off, causing it to be connected to the motor. The motor isdriven in the open direction until either: a preset vent close stallcurrent limit is reached, a stall count reaches a preset limit, or atimeout error is reached, and system is shutdown in alarm mode.

The motor is turned off for a small time period (e.g., 5 milliseconds),then driven in the close direction for a predetermined number of encoderback-steps to set the travel limit back from the hard stop. A ventposition counter is set to the opened position and the closed positionis calculated. The motor is driven in the close direction until the ventposition counter is equal to the closed value while polling thefollowing error modes: current limit exceeded, stall-count exceeded,timeout reached.

Ending the mode, the motor is turned off and the actuators (e.g., threeactuators) are turned off.

Initialize Mode for Glass

For this mode, all of the actuators (e.g., three actuators) are turnedon and the motor bump is performed. The glass actuator is turned off,causing it to be connected to the motor. And the motor is driven in theclose direction until either: a preset glass close stall current limitis reached, a stall-count reaches a preset limit, or a timeout error isreached, and system is shutdown in alarm mode.

The motor is turned off for a small time period (e.g., 5 milliseconds),then driven in the open direction for a predetermined number of encoderback-steps to set the travel limit back from the hard stop. The glassposition counter is set to the closed position and the opened positionis calculated.

Ending the mode, the motor is turned off and all of the actuators areturned off.

Initialize Mode for Shade

For this mode, all of the actuators (e.g., three actuators) are turnedon and the motor bump is performed. The Shade actuator is turned off,causing it to be connected to the motor. The motor is driven in theclose direction until either: a preset shade close stall current limitis reached, a stall-count reaches a preset limit, or a timeout error isreached, and system is shutdown in alarm mode.

The motor is turned off for a small time period (e.g., 5 milliseconds),then driven in the open direction for a predetermined number of encoderback-steps to set the travel limit back from the hard stop. A shadeposition counter is set to the closed position and the opened positionis calculated.

Ending the mode, the motor is turned off and all of the actuators areturned off.

Supervised Open Function of Control Logic

The supervise open mode moves the features selected from the user inputswitches while either the switches remained depressed, or the encoderposition has reached the fully opened condition, or an error occurs.

For this mode, the controller exits from the idle state upon sensingeither the glass, shade, or vent supervised open switches have beendepressed. The process includes a small de-bounce time delay, which isin one embodiment, about 50 microsecond.

The actuators are turned on to disengage the features not selected bythe user, and the motor is driven in the open direction while status ofthe switches, current, stall-count, timer, and position are continuouslypolled. If either the current, stall-count, or timer limits areexceeded, the motor is turned off and the user is alerted which errormode occurred.

When any of the selected features either reaches their end of travel, ortheir switch is released, then the motor is turned off, the actuator forthe feature is turned on, and a motor bump is performed.

The motor continues in the open direction until either all switches arereleased or all features have reached the end of travel.

Ending the mode, the motor is turned off, all actuators are turned onand the motor bump performed, and then all of the actuators are turnedoff and a ready indicator is lit indicating that the system is ready fora next command.

Supervised Close Function of Control Logic

The supervised close mode moves the features selected from the userinput switches while either the switches remained depressed, or theencoder position has reached the fully closed condition, or an erroroccurs. Pinch protection is also engaged and interrupts the travel.

For this mode, the controller exits from the Idle state upon sensingeither the glass, shade, or vent supervised close switches have beendepressed. The small de-bounce time delay is allowed and then theactuators are turned on to disengage the features not selected by theuser.

The motor is driven in the close direction while status of the switches,current, stall-count, timer, and position are continuously polled. Ifeither the current, stall-count, or timer limits are exceeded, the motoris turned off and the user is alerted which error mode occurred.

As provided above, pinch protection can be monitored during this mode.When any of the selected features either reaches their end of travel, ortheir switch is released: the motor is turned off, the actuator for thefeature is turned on, and a motor bump is performed. The motor continuesin the close direction until either all switches are released or allfeatures have reached the end of travel.

Ending the mode, the motor is turned off, all actuators are turned on, amotor bump is performed, and then all of the actuators are turned offand a ready indicator is lit indicating that the system is ready for anext command.

Express Open Function of Control Logic

The express open mode moves the features selected from the momentaryuser input switches until the encoder position has reached the fullyopened condition, the user hits interrupts by depressing a switch, or anerror occurs.

For this mode, the controller exits from the idle state upon sensingeither the glass, shade, or vent supervised open switches have beendepressed. A small de-bounce time delay is allowed, and then theactuators are turned on to disengage the features not selected by theuser.

The motor is driven in the open direction while status of the switches,current, stall-count, timer, and position are continuously polled. Ifeither the current, stall-count, or timer limits are exceeded, the motoris turned off and the user is alerted which error mode occurred. If aninput switch is depressed, the routine is exited. When any of theselected features either reaches their end of travel, the motor isturned off, the actuator corresponding to the feature is turned on, anda motor bump is performed. The motor continues in the open directionuntil all features have reached the end of travel.

Ending the mode, the motor is turned off, all of the actuators areturned on, and a motor bump is performed. Then all of the actuators areturned off and a ready indicator is lit indicating that the system isready for a next command.

Express Close Function of Control Logic

The express close mode moves the features selected from the momentaryuser input switches until the encoder position has reached the fullyclosed condition, the user hits interrupts by depressing a switch, or anerror occurs. Pinch protection, if engaged, can interrupt the travel.

For this mode, the controller exits from the Idle state upon sensingeither the glass, shade, or vent supervised close switches have beendepressed, and a small de-bounce time delay is allowed. Then, theactuators are turned on to disengage the features not selected by theuser, and the motor is driven in the close direction while status of theswitches, current, stall-count, timer, and position are continuouslypolled.

If any of the current, the stall-count, or a timer limit is exceeded,the motor is turned off and the user is alerted which error modeoccurred. If an input switch is depressed, the routine is exited. Asprovided above, pinch protection can be monitored during this mode.

When any of the selected features reaches their end of travel, the motoris turned off, the actuator corresponding to the feature is turned on,and a motor bump is performed. The motor continues in the closedirection until all features have reached the end of travel.

To end the mode, the motor is turned off, all actuators are turned onand a motor bump is performed. Then, all actuators are turned off and aready indicator is lit indicating that the system is ready for a nextcommand.

CONCLUSION

Various embodiments of the present disclosure are disclosed herein. Thedisclosed embodiments are merely examples that may be embodied invarious and alternative forms, and combinations thereof.

The law does not require and it is economically prohibitive toillustrate and teach every possible embodiment of the present claims.Hence, the above-described embodiments are merely exemplaryillustrations of implementations set forth for a clear understanding ofthe principles of the disclosure. Variations, modifications, andcombinations may be made to the above-described embodiments withoutdeparting from the scope of the claims. All such variations,modifications, and combinations are included herein by the scope of thisdisclosure and the following claims.

What is claimed:
 1. An actuator system, comprising: an input sub-system having an input component configured to connect to an input element which is in turn connected, during operation of the actuator system, to a work source; an output sub-system being connectable selectively to the input sub-system by way of an actuator sub-system for receiving work from the work source via the input sub-system; and the actuator sub-system comprising an active material and an actuating component, wherein: the active material, when activated, changes in one or both of size and shape thereby causing the actuating component to move from a first state to a second state; and the actuator sub-system is configured so that: the output sub-system is disengaged from the input sub-system when the actuating component is in the second state; and the output sub-system is engaged to the input sub-system for receiving work from the work source via the input sub-system when the actuating component is in the first state.
 2. The actuator system of claim 1, wherein the actuator system is configured to, in operation, affect movement of a part of a vehicle sunroof assembly using the work received at the output sub-system from the work source, via the input sub-system, when the actuating component is in the second state.
 3. The actuator system of claim 1, further comprising: a first device comprising the input sub-system, being a first input sub-system, the input component being a first input component, the output sub-system being a first output sub-system, the actuator sub-system being a first actuator sub-system, the active material being a first active material, and the actuating component being a first actuating component; and a second device comprising: a second input sub-system having a second input component configured to connect to the input element; a second output sub-system being connectable to the second input sub-system for receiving work from the work source via the second input sub-system; and a second actuator sub-system having a second active material and a second actuating component, wherein the second actuator sub-system is configured so that: the second active material, when activated, changes in one of size and shape thereby causing the second actuating component to move between a third state and a fourth state; the second output sub-system is disengaged from the second input sub-system when the second actuating component is in the third state; and the second output sub-system is engaged to the second input sub-system for receiving work from the work source via the second input sub-system when the second actuating component is in the fourth state.
 4. The actuator system of claim 3, wherein the second actuator sub-system is configured so that the second active material, when activated, causes the second actuating component to move from the third state to the fourth state.
 5. The actuator system of claim 1, wherein the actuator sub-system includes a bias component for biasing the actuating component toward the first state and away from the second state.
 6. The actuator system of claim 1, wherein the active material is selected from a group of materials consisting of: a shape memory alloy; an electroactive polymer; a magnetostrictive material; and an electrostrictive material.
 7. The actuator system of claim 1, wherein the active material is shaped as a wire.
 8. The actuator system of claim 1, wherein the active material is configured to change in one or both of size and shape in response to a thermal input.
 9. The actuator system of claim 1, wherein the active material is configured to change in one or both of size and shape in response to a change in an amount of electrical field or electrical current to which the active material is exposed.
 10. The actuator system of claim 1, wherein the active material is configured to change in one or both of size and shape in response to a change in an amount of magnetic field to which the active material is exposed.
 11. An actuator system, comprising: a first actuator device having a first input sub-system configured to connect to a work source, a first output sub-system, and a first actuating sub-system having a first default engaged position and a first active material that, when activated, changes in one or both of size and shape thereby causing disengagement of the first input sub-system from the first output sub-system; and a second actuator device having a second input sub-system configured to connect to the work source, a second output sub-system, and a second actuating sub-system having a second default engaged position and a second active material that, when activated, changes in one or both of size and shape thereby causing disengagement of the second input sub-system from the second output sub-system.
 12. The actuator system of claim 11, further comprising a third actuator device having a third input sub-system configured to connect to the work source, a third output sub-system, and a third actuating sub-system configured to selectively engage the third input sub-system to the third output sub-system.
 13. The actuator system of claim 11, wherein the first active material is selected from a group of materials consisting of: a shape memory alloy; an electroactive polymer; a magnetostrictive material; and an electrostrictive material.
 14. The actuator system of claim 11, wherein the first active material is configured to change in one or both of size and shape in response to an input selected from a group of inputs consisting of: a thermal input; a mechanical input; a change in an amount of electrical field or electrical current to which the active material is exposed; and a change in an amount of magnetic field to which the active material is exposed.
 15. The actuator system of claim 14, wherein the second active material is configured to change in one or both of size and shape in response to an input selected from the group of inputs consisting of: a thermal input; a mechanical input; a change in an amount of electrical field or electrical current to which the active material is exposed; and a change in an amount of magnetic field to which the active material is exposed.
 16. The actuator system of claim 11, wherein one or both of the first active material and the second active material is shaped as a wire.
 17. An actuator system, comprising: an input sub-system comprising an input component configured to be connected to an input element which is in turn connected, during operation of the actuator system, to a work source; an output sub-system being connectable selectively to the input sub-system by way of an actuator sub-system for receiving work from the work source via the input sub-system; and the actuator sub-system comprising an active material and an actuating component, wherein: the active material, when activated, changes in one or both of size and shape thereby causing the actuating component to move from a first state to a second state; and the actuator sub-system is configured so that: the output sub-system is disengaged from the input sub-system when the actuating component is in the first state; and the output sub-system is engaged to the input sub-system for receiving work from the work source via the input sub-system when the actuating component is in the second state.
 18. The actuator system of claim 17, wherein the active material is selected from a group of materials consisting of: a shape memory alloy; an electroactive polymer; a magnetostrictive material; and an electrostrictive material.
 19. The actuator system of claim 17, wherein the active material is configured to change in one or both of size and shape in response to an input selected from a group of inputs consisting of: a thermal input; a mechanical input; a change in an amount of electrical field or electrical current to which the active material is exposed; and a change in an amount of magnetic field to which the active material is exposed.
 20. The actuator system of claim 17, wherein the active material is shaped as a wire. 